EP0897359A1 - Procede pour determiner le comportement theorique d'un vehicule - Google Patents

Procede pour determiner le comportement theorique d'un vehicule

Info

Publication number
EP0897359A1
EP0897359A1 EP97921832A EP97921832A EP0897359A1 EP 0897359 A1 EP0897359 A1 EP 0897359A1 EP 97921832 A EP97921832 A EP 97921832A EP 97921832 A EP97921832 A EP 97921832A EP 0897359 A1 EP0897359 A1 EP 0897359A1
Authority
EP
European Patent Office
Prior art keywords
slip angle
slip
friction
vehicle
slope
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP97921832A
Other languages
German (de)
English (en)
Other versions
EP0897359B1 (fr
Inventor
Thomas Kranz
Holger Duis
Peter Wanke
Ralf Endress
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Continental Teves AG and Co OHG
Original Assignee
ITT Manufacturing Enterprises LLC
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by ITT Manufacturing Enterprises LLC filed Critical ITT Manufacturing Enterprises LLC
Publication of EP0897359A1 publication Critical patent/EP0897359A1/fr
Application granted granted Critical
Publication of EP0897359B1 publication Critical patent/EP0897359B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
    • B60T8/17551—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve determining control parameters related to vehicle stability used in the regulation, e.g. by calculations involving measured or detected parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
    • B60T8/17552—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve responsive to the tire sideslip angle or the vehicle body slip angle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2230/00—Monitoring, detecting special vehicle behaviour; Counteracting thereof
    • B60T2230/02—Side slip angle, attitude angle, floating angle, drift angle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/86—Optimizing braking by using ESP vehicle or tire model

Definitions

  • the present invention relates to a method for determining a target vehicle behavior according to the preamble of claim 1.
  • Such a method is known from DE 40 30 653 AI.
  • the publication describes a method for determining the slip angle and / or the cornering forces of a braked vehicle. Starting from a simplified vehicle model and using the individual wheel speeds, the steering angle, the yaw rate and the brake pressure as measured variables, the slip angle and / or the cornering forces are determined as estimated variables. If the cornering forces on a wheel are plotted against the current slip angle in a diagram, a linear relationship results, at least for small slip angles. The slope of the straight line, which runs through the zero point, is called the slip resistance of the respective wheel. However, as the slip angle increases, the relationship between cornering force and slip angle becomes non-linear.
  • the cornering force approaches a maximum value, from which it drops slightly again in the further course of the curve. If the slip angles are in the nonlinear range of the lateral force slip angle characteristic curve, then there are serious differences between the actual and simulated yaw rate. Since the yaw angle speed is measured in the known method, the difference between the measured and simulated yaw rate as an indicator for the transition from the linear to the non-linear range of the lateral force slip angle characteristic. As soon as the departure from the linear region of the lateral force-slip angle characteristic curve is recognized, the relationship between cornering force and slip angle is described approximately by a straight line with a smaller gradient. For the most accurate adaptation of the vehicle model to the real conditions, the slip resistance of the front wheels and the rear wheels are modified accordingly in the known method, so that the lateral force slip angle characteristic curves of both axes are adapted to the real curve.
  • neutral driving behavior In the context of yaw moment control in a curve, neutral driving behavior is generally sought. This means that the self-steering gradient should be zero if possible. Slight understeering by the driver through additional steering lock is easier to master than oversteering of the vehicle.
  • the driving behavior is neutral if the slip resistance of the rear axle multiplied by the distance from the rear axle to the center of gravity of the vehicle is the same as the slip resistance of the front axle multiplied by the distance of the front axle from the center of gravity. If this product is smaller for the rear axle than that for the front axle, then there is oversteering driving behavior.
  • the basic design of today's vehicles is usually slightly understeering.
  • the vehicle model always has an understeering behavior in the linear range if the distance between the rear axle and the center of gravity of the vehicle is greater than the distance between the front axle because the slip stiffness has a constant value .
  • the slip stiffnesses increase with increasing slip angle smaller, it may happen that the slip angle of the rear axle is already in a range in which the slip resistance is reduced, while the front axle is still in the linear range of the lateral force slip angle characteristic. At this moment, the vehicle model then exhibits oversteering behavior. This is particularly dangerous when the vehicle model used is used to calculate a setpoint value, for example the setpoint yaw rate.
  • the vehicle controller would then be given a specification that corresponds to an oversteering driving behavior and therefore requires a control intervention that causes the vehicle to oversteer. This is dangerous since the driver can handle oversteer much more poorly than understeer. Even if the real vehicle gets into oversteering driving behavior without control intervention, the vehicle controller initially does not intervene, since such behavior then corresponds to the target value specification.
  • the object of the present invention is to provide a method for determining a target vehicle behavior which also takes into account the nonlinear range of the lateral force slip angle characteristic curve, but in which a setpoint specification which a corresponds to oversteering driving behavior, cannot occur.
  • the principle of the invention is that the slip resistance on the rear axle is kept constant, so that it is immaterial how large the slip angle on the rear axle is.
  • the slip resistance of the vehicle model on the rear axle cannot be smaller than that of the front axle in any driving situation, because they always correspond to the maximum value of the front axle.
  • the setpoint specification can therefore at most correspond to a neutral or slightly understeering driving behavior, that is to say driving situations which can be mastered well by the driver.
  • the lateral force-slip angle characteristic curve of the front axle can then be adapted to the course of the real curve by the cornering force remaining constant at a maximum value from a certain slip angle.
  • the reduction of the slip resistance of the front axle can begin when a certain slip angle or a threshold value of a size clearly correlates with the slip angle is exceeded, whereby the same applies both to the reduction to an increase in the lateral force slip angle characteristic to a smaller value and to zero.
  • the slip angle that triggers the reduction of the gradient or the correlating variables can be determined depending on the coefficient of friction, so that the smaller the slip angle the threshold for the beginning and the amplification of the reduction in slip stiffness, the smaller the coefficient of friction between Lane and tire is.
  • the further subclaims indicate preferred relationships between the threshold slip angles and the road friction.
  • the only figure represents a diagram in which the side guidance force on the front axle of the single-track model used is entered over the slip angle of the front axle with the coefficient of friction ⁇ between the road surface and the tire as a parameter.
  • the slip resistance is calculated in each case from the slope of the straight line which connects the zero point to the working point on the characteristic curve, that is to say as
  • the threshold value ⁇ / ⁇ is set approximately as follows:
  • the skew angle is at the front in the area between Be ⁇ ⁇ / ⁇ and ⁇ 2 / ⁇ , then the supplementbrach ⁇ te cornering force of the vehicle model calculated on
  • C L can be determined for a vehicle results sufficiently from the relevant specialist literature.
  • C NL can, for example, be stored as a fixed number or as a fixed fraction of C L.
  • the sizes C L and C NL are in any case to be determined vehicle-specifically.
  • the model contains working points which, when the rear axle slip resistance is modified, cause the setpoint specification to oscillate in the event of a fault. Enable excitation because the damping factor in oversteering vehicles is less than zero. The setpoint specification becomes incorrect.
  • the state variables of the model are therefore to be set to initial values which match the coefficient of friction at the beginning of the coefficient of friction estimation.
  • the values of yaw acceleration and slip angle speed are normally set to zero, since a stationary initial state is assumed. It would be however, it is also possible to use these initial values as desired to specify a specific dynamic behavior.
  • the setting of the state variables to initial values can be linked to one or more conditions: on the one hand, it can be stipulated that the model should already be in the non-linear part of the lateral force slip angle characteristic curve, since in most cases only here a rule deviation is to be expected and thus a coefficient of friction estimation is used. On the other hand, it can be assumed that the initial values are only set if the coefficient of friction actually differs from the high coefficient of friction by a certain amount. The current coefficient of friction should therefore be less than a certain threshold. Otherwise it is not necessary to adjust the initial values. Alternatively, however, the initial values can be taken over continuously without conditions
  • the yaw rate of the vehicle model can, for example, be set to its maximum value that can be achieved with optimal use of the coefficient of friction, namely
  • Another possibility for calculating the initial value of the yaw angle speed of the vehicle model is to adopt the stationary end value that corresponds to the current steering angle according to the linear single-track model.
  • the advantage of this version is that the calculated value of the yaw angle speed fits better to the single track model.
  • this calculation approach delivers incorrect, impermissibly high end values corresponding to stationary behavior. This is because the steering angle of the vehicle is included in the calculation and the calculated yaw rate increases with the steering angle indefinitely.
  • the initial value can prevent entry into the control system, which is why such an approach may only be used with a limitation of the maximum value of the yaw rate.
  • the initial value determined according to one of the two aforementioned approaches can, however, be increased by a certain percentage in order to take into account the overshoot of the real vehicle when turning in and secondly the friction, which is usually calculated somewhat too low at the beginning of the control worth compensating.
  • the point of view that the optimum use of lateral forces has not yet been reached when the control is entered can also be compensated for by the fact that the calculated coefficient of friction is increased when the coefficient of friction is detected.
  • the initial value for the model swimming angle can also be calculated using different approaches.
  • the float angle is set to zero. Then there are no excessively large yaw-angle accelerations at a low coefficient of friction, and the transient events that occur are strongly damped, so that there is no overshoot. However, this only applies to low friction, not to high friction.
  • Another approach takes into account the fact that it is desirable for the conditioning of the differential equation system if the slope of the yaw rate, ie the yaw acceleration, begins with zero when entering the control. Under the assumption that the lateral force on the front axle is close to its maximum utilization, which is normally permissible when entering the control system, a float angle can be calculated so that the yaw acceleration assumes the value zero. The float angle is then not always in the permitted range of values. In addition, the model can be strongly stimulated by the usually too large float angles, so that the advantage of the initially horizontal yaw rate is canceled again.
  • a third approach therefore continues: on the assumption that the lateral force is in the area of its maximum utilization and thus also the yaw rate is its maximum value, ie
  • a fourth approach provides for the float angle to be kept at the last calculated value before the regulation begins.
  • this can result in undesirably high initial gradients of the yaw angular velocity at a low coefficient of friction, which also require strong transient processes of the model.
  • the old float angle before entering the regulation was calculated based on the assumption of high friction. In dynamic driving maneuvers, the float angle can then be at values that do not match the stationary working point of the single-track model.
  • a fifth approach is based on an empirically determined initial value for the slip angle. For this it is necessary to find a relationship between the coefficient of friction and the float angle.
  • the initial value of the float angle then in principle represents the stationary end value at the stability limit.
  • a polynomial is used for this purpose, a straight line representation being used as a simplification.
  • the control deviation is still greater than the entry threshold for yaw moment control despite the adoption of adapted initial values, the control is activated and one Coefficient of friction calculation continued. Based on the initial values adopted, the model is further calculated with the updated coefficient of friction. If, however, the entry threshold for the control is again undershot by adopting the initial values and the currently calculated coefficient of friction, the control is not activated and the coefficient of friction is again set to high friction.
  • the calculation of the coefficient of friction can alternatively be continued until cornering is completed or until a new, lower exit threshold for the coefficient of friction estimation is undershot.
  • a reliable friction value estimation can only be carried out in the area of the full use of lateral forces.
  • the alternative described could, however, lead to an underestimated coefficient of friction leading to an unjustified, overriding control entry.
  • the model can be immediately set back to the state variables that match a high friction value and that have indicated that the control thresholds have been exceeded. Then the state variables do not have to be adjusted again gradually due to the specification of a high friction value. If the so-called run-up of the model sizes is fast enough, it is not necessary to reset the state sizes. The gradual adaptation of the state variables has the additional advantage that the model is not stimulated to settle. This suggestion can also be avoided, however, by the fact that when the state variables are reset, the last ones calculated before the initial values were adopted State variables are taken over and updated in the running computing loop. In any case, it should be avoided that an unjustified control intervention, which forces the vehicle to understeer excessively, is provoked due to the starting values being selected too low, for example the friction values being too low.

Abstract

Il est possible de modifier la résistance à la dérive supposée constante dans un modèle linéaire, en vue d'adapter un modèle informatique de véhicule simplifié au comportement routier d'un véhicule réel. Une valeur inférieure de cette résistance à la dérive peut être supposée au sortir de la plage linéaire de la courbe caractéristique forces latérales-angle de dérive. Néanmoins, le risque existe qu'éventuellement les roues de l'essieu arrière se trouvent déjà dans une plage de l'angle de dérive avec laquelle est associée la valeur inférieure de résistance à la dérive, tandis que les roues avant se trouvent encore dans la plage linéaire de la courbe caractéristique forces latérales-angle de dérive. Une telle situation confèrerait au modèle de véhicule un comportement routier survireur, ce qui doit être particulièrement évité si ce modèle de véhicule doit servir à définir des valeurs théoriques. L'objet de l'invention est atteint en ce qu'il est proposé de modifier uniquement la résistance à la dérive de l'essieu avant, tout en supposant que la résistance à la dérive de l'essieu arrière est constante.
EP97921832A 1996-05-02 1997-04-30 Procede pour determiner le comportement theorique d'un vehicule Expired - Lifetime EP0897359B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19617590A DE19617590A1 (de) 1996-05-02 1996-05-02 Verfahren zur Bestimmung eines Fahrzeug-Sollverhaltens
DE19617590 1996-05-02
PCT/EP1997/002213 WO1997042066A1 (fr) 1996-05-02 1997-04-30 Procede pour determiner le comportement theorique d'un vehicule

Publications (2)

Publication Number Publication Date
EP0897359A1 true EP0897359A1 (fr) 1999-02-24
EP0897359B1 EP0897359B1 (fr) 2002-09-18

Family

ID=7793101

Family Applications (1)

Application Number Title Priority Date Filing Date
EP97921832A Expired - Lifetime EP0897359B1 (fr) 1996-05-02 1997-04-30 Procede pour determiner le comportement theorique d'un vehicule

Country Status (6)

Country Link
US (1) US6233505B1 (fr)
EP (1) EP0897359B1 (fr)
JP (1) JP2000509349A (fr)
AU (1) AU2775197A (fr)
DE (2) DE19617590A1 (fr)
WO (1) WO1997042066A1 (fr)

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DE19904219B4 (de) * 1998-07-16 2013-03-28 Continental Teves Ag & Co. Ohg Verfahren und Vorrichtung zum Ermitteln von kritischen Fahrzuständen bei im Fahrbetrieb befindlichen Fahrzeugen
DE19944333B4 (de) * 1999-08-04 2010-11-11 Continental Teves Ag & Co. Ohg Vorrichtung zur Regelung eines Giermoments
US6789017B2 (en) * 2002-02-15 2004-09-07 Robert Bosch Corporation Vehicle steering angle position determination method
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KR20050075717A (ko) * 2004-01-16 2005-07-21 소시에떼 드 테크놀로지 미쉐린 다른 매개 변수의 함수로써 편차의 평균 기울기를비교하는 알고리즘을 사용하여 차량의 안정성을 제어하기위한 시스템
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FR2865176A1 (fr) * 2004-01-16 2005-07-22 Michelin Soc Tech Systeme de controle de la stabilite d'un vehicule utilisant un algorithme comparant des pentes moyennes de variation d'un parametre en fonction d'un autre.
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US7031816B2 (en) * 2004-03-23 2006-04-18 Continental Teves, Inc. Active rollover protection
US7369927B2 (en) * 2004-04-02 2008-05-06 Continental Teves, Inc. Active rollover protection utilizing steering angle rate map
US7239952B2 (en) * 2004-12-08 2007-07-03 Continental Teves, Inc. Reduced order parameter identification for vehicle rollover control system
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Also Published As

Publication number Publication date
WO1997042066A1 (fr) 1997-11-13
DE19617590A1 (de) 1997-11-06
US6233505B1 (en) 2001-05-15
EP0897359B1 (fr) 2002-09-18
DE59708268D1 (de) 2002-10-24
JP2000509349A (ja) 2000-07-25
AU2775197A (en) 1997-11-26

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